A vehicle clutch control device is provided for switching from a two-wheel drive traveling to a four-wheel drive traveling. The vehicle clutch control device includes a dog clutch that separates a rear wheel drive from a front wheel drive by releasing the dog clutch, an electronically controlled coupling that distributes a driving force of a transverse engine to left and right rear wheels in accordance with a clutch connection capacity, and a four-wheel drive control unit. The four-wheel drive control unit switches the drive mode to one of a disconnect two-wheel drive mode in which the dog clutch and the electronically controlled coupling are released, a connect four-wheel drive mode in which the dog clutch and the electronically controlled coupling are engaged, and a stand-by two-wheel drive mode in which the dog clutch is engaged while the electronically controlled coupling is released.

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.

A transfer for a four-wheel drive vehicle includes a case, an input shaft, a output shaft, a output member, a friction clutch, an actuator, a pressing mechanism, a locking sleeve, a first locking sleeve driving mechanism, and a second locking sleeve driving mechanism. The second locking sleeve driving mechanism is configured to move a locking sleeve independently of the actuator and the first locking sleeve driving mechanism. The second locking sleeve driving mechanism includes a pushpin. The pushpin is configured to move in a second axial direction that is perpendicular to a first axial direction and engage with a cam groove. The pushpin is configured to move the locking sleeve toward the output member side as the locking sleeve rotates when the pushpin is engaged with the cam groove.

Some embodiments of the present invention provide a control system configured to control a driveline of a motor vehicle to operate in a selected one of a plurality of configurations, the system being configured to receive a brake signal responsive to the application of a braking system, the system being configured to cause the driveline to operate in a second configuration and not a first configuration in dependence at least in part on the brake signal, wherein the first configuration a first group of one or more wheels and in addition a second group of one or more wheels are arranged to be driven by the driveline and in the second configuration the first group of one or more wheels and not the second group are arranged to be driven by the driveline.

A hybrid driving device that includes a first input that is linked to an internal combustion engine; a rotary electric machine; a transmission that changes a speed of rotation of a second input, and transmits the rotation to an output; a rotor support which rotates integrally with a rotor of the rotary electric machine; a first engagement device; a second engagement device; and a case.

A PTO transmission includes a PTO control system, an input shaft, a first output shaft, a parallel intermediate shaft, a second output shaft coaxially disposed with respect to the first output shaft, four gear pairs disposed so that the input shaft comprises two gears, the first output shaft comprises three gears, the intermediate shaft comprises two gears, and the second output shaft comprises one gear. Two gear pairs are in engagement between the input shaft and the first output shaft, one gear pair is in engagement between the first output shaft and the intermediate shaft, and one gear pair is in engagement between the input shaft and the second output shaft. At least one gear of each gear pair is shiftable.

An all-wheel drive vehicle drivetrain can include an input member, first and second output members, a planetary differential, a first clutch, and a second clutch. The differential can include an internal gear, a carrier, a sun gear, and a differential gear set. The internal gear can be coupled to the input member to receive input torque about an axis. The carrier can be coupled to the first output for common rotation about the axis. The differential gear set can receive input torque from the internal gear and output differential torque to the carrier and the sun gear. The first clutch can be operable to selectively couple and decouple the sun gear with the second output member for common rotation. The second clutch can be operable to selectively transmit torque between the carrier and the second output member.

A reduction gear case (29) of a planetary gear reduction mechanism (28) is mounted on a reduction gear mounting part (18C) of an axle tube (18). A carrier (33) is provided with a wheel mounting part (33B) projecting outside of the reduction gear case (29). A wheel (2) is mounted on the wheel mounting part (33B) and an oil seal (39) is disposed between an outer peripheral surface of the wheel mounting part (33B) and an inner peripheral surface of the front wheel (2) of the reduction gear case (29). As a result, the oil seal (39) can be exposed by removing the front wheel (2) from the wheel mounting part (33B) in the carrier (33). On the other hand, a brake mechanism (40) is disposed on the inner peripheral side of the reduction gear mounting part (18C). Therefore, the brake mechanism (40) can be exposed by removing the front wheel (2) from the wheel mounting part (33B) in the carrier (33) and the planetary gear reduction mechanism (28) from the reduction gear mounting part (18C).

A clutched device can include a differential and first and second conduits. The differential can transmit differential power to first and second outputs. Clutch plates can rotate through a clutch cavity and transmit power between the second output and a third output. An outer carrier and an inner carrier can be coupled for rotation with the second and third outputs, respectively. The first conduit can be open to a first peripheral region of the clutch cavity and fluidly couples the first region to a cavity separate from the clutch cavity. The second conduit can be open to a second peripheral region that is circumferentially spaced apart from the first region. The second conduit can fluidly couple the second region to a central region of the clutch cavity. Rotation of the outer carrier in opposite rotational directions slings lubricant to the first and second conduits, respectively.

An axle assembly for a vehicle including a differential carrier having a first portion and a second portion. The first portion including a first engagement surface coupled with a second engagement surface of the second portion. The differential carrier defines a differential area and a clutch area substantially separated by a partition. The differential carrier first engagement surface defines a lubricant channel fluidly connecting the differential area with the clutch area, and at least partially located above the clutch area and at least partially located in an outer wall of the differential carrier. The axle assembly further includes a bearing retainer disposed through the outer wall of the differential carrier. The bearing retainer includes an aperture therethrough, fluidly connecting the lubricant channel with a clutch assembly.